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. appended claims.

UNITED STATES PATENT oFF oE.

FREDERICK K VIAL, OF CHICAGO, ILLINOIS, ASSIG-NOR, 'TBY MESNE ASSIGNMENTS, TO

GRIFFIN W'HEEL COMPANY, OF BOSTON, MASSACHUSETTS, A CORPORATION OF MASSACHUSETTS. 1

GRINDER.

Specification. of Letters Patent. f t f p 15, 191.

Application filed November 29, 1911. Serial No. 662,984.

To'aZZ whom it may concern:

Be it lmown that I, FREDERICK K. VIAL,, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Grinders, of which the following is a specification.

The principal object of my invention is to provide a new and improved device for grinding .car wheels.

Another object of my invention is to provide a grinding machine for truing up car wheels without removing them from their usual operative position in relation to the car.

Still another object of my invention is' to provide a machine to'be installed in a pit under a railway track which may be employed to grind the wheels of a car standing on the track over this pit.

Various further objects ofmy invention relate to the means by which the foregoing objects are accomplished and will be readily understood in connection with the following specification and drawings, taken with the For the purpose of fully explainingthe principle of my invention, I have illustrated one specific. embodiment thereof, together with a fewdetail modifications, in the accompanying drawings, and I now proceed to describe this particular one of the various forms in which my invention maybe embodied.

Referring to these drawingsFigure lis a general side elevation of my improved apparatus showing one end of a. car in operative relation thereto. Fig. 2 is a general plan view of the apparatus asit is installed in the pit under the rails. Fig. 3- is an end elevation of the apparatus as viewed from the left in Figs. 1 and 2. Unlike Figs. 1 and 2 Fig. 3 shows the rails spread apart so as.

to permit the grinding wheels to-engage .the car wheels. Fig. 4 is an elevation looking in the oppositedirection from that of Fig. 3-

and taken approximately on the line 4;, Lin Fig. 6, looking in the direction of the arrows. Fig. 5 is a top plan view of that partof the apparatus adjacent to the grindlng wheels,

tioned for Fig. 3. Fig. 6' is a side elevation of that part of the apparatus adjacent to the grinding wheels. Fig. 7 is a top-plan view on an enlarged scale of certain'hydraulic apparatus shown somewhat less in detail 1n Fig. 5 Fig. 7 is a diagram ofpositions for certain valves of Fig. 7, open circles indicating open condition,- and solid black circles indicating closure, of the corresponding A valves at the corresponding positions. Fig. 8 isa side elevation of the apparatus shown in Fig. 7. Fig. 9 is a section of the liftingjack taken onthe line 9, 9 in Fig. 8, looking in the directio of the arrows. Fig. 10 is another section .of the lifting-jack, taken at right angles to-that of Fig. 9, that is, taken on the line 10, 10 of Fig. 9,.looking in the.

direction ofthe arrowsi Fig. 11 is a detail elevation, partly in section',- of the hydraulic mechanism for spreading the rails. Fig. 12.

is a similar elevation'of the sameappar'atus,

showing the parts in-a different relative POSI- tion. Fig. 13 is ajlongitudin'al section of the series of valve chambers shownin top. plan .view in, F ig. .7l Fig. 13 also shows the'cam' V shaft and cams to actuate the corresponding valves. Fig. 13 is a; detail elevation of aratchet and pawl alsoQshowmin-Fig. 13.

respectively, on the correspondingly num- I v bered lines-in Fig- 13, looking in the .dir'ec- Figs. 14, 1 5,*16,'17,-18 and 19are sections,

. tionsof the respective arrow's.- .-These views show the cams in corresponding simultaneous positions; Fig. 20is an 7 enlarged verticalsection of a hanger and valve'ca'sing,"- WhlClI are-shown 1H thelr' .relatlon'to asso ciatedme'chanis'm in Figs; 1 1' and 12. Fig.

I 21 is a section'corresponding to F ig. 20, but '1 with the-parts: shown in a diiferentIrelati-ve position.iFig..22 is asection of' a pivotal hydraulic joint -of which several. are em'-' E: ployed in the'apparatus. Fig. 23'is a section'{ of a detail of'the mechanism. that coo r With the cams 0f 13.' Fig. Zlis asec n.

of the apparatus adjacent to the grinding I wheelshaft, this section being taken along the axis of said shaft. Figs. :24 -and 21". are detail views of thegrinding wheel guard. 1 1,00. which two are employed in the apparatus... Fig." 26 is an elevation-of the same clutch,

Fig. 25 is an axial-{section of. a clutchfof as viewed from .the'left-inlFig'25. .Fig. 27

' is a cross section on theline-Z'Y, 2750f ig. 25, l 7 looking in thedirection of thearro'ws. Fig.g the rails being spread -apart as alreadyimena 28' is asectional 'eleva'tion, taken acrossthe v,trackrails,showing a-modifiedembodiment ownelectricmotors. Fig. 29. is'across see:

tion on the line 29, 29 looking in the direc tion of the arrows.

On the floor 35 0f the pit stand a series of columns 36 supporting the track rails 37. Sections 38 of these rails side by side are pivotally mounted at corresponding ends of each on the vertical shafts 40 journaled in brackets 39 that project from respective columns 36. Thus the rail sections 38 may be swung outwardly from. their normal position shown in Fig. 1 to the position shown in Fig. 5. In normal position the ends of the rail sections 38 that are remote from the columns 36, rest on the columns 36".

The car standing on the rails is desig nated as 41. The bar 42 is pivoted midway between the rails 37 so that its beveled ends can be wedged under a pair of truck wheels as shown, and thus hold the car fixed in position on the rails 37. A similar wheel locking bar 43 is provided on the other side of the rail sections 38 so that when the truck is shifted to grind the other pair of wheels it maybe locked by means of this other. bar 43. The locking bar 43 is actuated by means of a lever 45 connected by a link 44.

An electric motor 46 stands on the floor 35 of the pit and is connected by a driving belt 47 to the bandwheel 48 on the countershaft 4-9. At its ends this countershaft 49" explained later, and discharges this air through the pipe 55. From the countershaft 49 another band'56 extends to one of the two pulleys 57 and 58 on the drive shaft of a hydraulic pressure pump 59. One of the pulleys 57 and-58 is loose and the other tight .on the shaft so that the pump 59 can be started and stopped by shifting the belt56.

Two grinding wheels 61 are provided on respective'shafts 60 and adapted to'operate onthe two car wheels at the-ends .of a single car axle; Each shaft- 60 carries a pulley 62 which receives, a respective driving band 51 already mentioned. .This shaft 60 is mounted in aframe 63 and this frame'63 is mountedin vertical guides in the frame 64, as shown in Fig. 5. The frame 64 in turn is mounted in horizontal guides on a column 66 that stands up from the base 66. Thus it will be seen that the wheel-61 canbe dis-- placed laterally by moving the two frames 64'and 63 laterally, and also vertically by moving the frame 63- vertically with respect to the frame 64. A'counterweight 69 mounted upon the pivoted lever 68 and Eonnected to the vertically moving frame 63 by means of the link 67 serves to balance the weight of the frame 63.

The handles 71 may be used forproducing the vertical displacement of the grindgear wheel 75 which rotates the screw 76 passing through'a nut on'the frame 63 and thus raises or lowers the frame .63 and. with it the emery wheel 61. Turning the handle 77 transmits rotation. through the bevel gears 78 to the crom shaft 79 which has screw-threaded engagement with the frame 64 and thus traverses it to the right or the left.

The two shafts 65 for the respective emery wheels 61 are in alinement and the clutch controlled by the handle 81 is provided to couple these shafts together or uncouple them as may be desired. Similarly the aiming shafts 79 may be coupled together or disconnected as desired by means of the clutch controlled by the handle 80. I will now describe one "of these two clutches having the handles and 81, making particular refer- :ence to Figs. 25, 26 and 27. The abutting ends of the alining shafts '7 9 are shown at 147. One shaft 79 has a cup-shaped mem- 1 her 148 keyed thereon within which is a split elastic ring 149. Within this ring 149 is a collar 150 keyed to the other shaft 79. The collar 150 has a short shaft 151 rotatably mounted therein parallel to the shaft 79 but eccentric thereto. A crank arm is keyed on the shaft 151 and. has a screw stud 152 in its end. This shaft 151 has its end shaped elliptically in cross section, as shown at 153 in Fig. 27, and the extremities of the elliptical section abut, respectively, against one end ofthe split elastic ring 149 and the block 3 154. This block 154 in turn abuts against the other end of the split elastic ring 149. T he sliding coned sleeve 155 on the shaft 7 9 has a peripheral groove 156 engaged by the studs 157 on the forked lever which terminates in the handle 80.: When the: handle 80 is moved: so as to force the cone 155 under the stud 152, this rotates the transversely widened end 1530f the shaft 151, and thereby forces apart the ends of the split ring 149 causing. it to frictionally engage the cup 148. In this way the two shafts 79, abutt1ng1at 147, are caused to rotate together as 

